The new Honda CTX 700 certainly doesn't look like the iconic wrap, it has as much chrome as a cat crying, it doesn't have stripes or leather panniers, and its engine isn't a bulbous V-two. Even if you pretend to be a tough guy by wearing leather shoes, a vest and studded gloves, the CTX won't turn into a real helicopter. So if you're going to fight a gang of wild pigs, let this bike go. Because it's not a helicopter. More - he will never be alone.
You feel relaxed and calm while driving the Honda CTX
The CTX is a combination of a modern cruiser and a cheap naked NC 700. Yes, yes - this is the next incarnation of the NC 700! It's no surprise that Honda wants to make the most of a proven patent (the NC 700 is selling well). We already have a model for hobbyists (S), tourists (X) and scooters (Integra). So why not try it with a cruiser? On the CTX, like on a cruiser, you sit quietly and relaxed. And at the same time it is economical and modern. Americans have known him since last year. Now the CTX 700 will also be heading to Europe. The engine is the same as the NC and the frame is similar, with the rear end lowered because the rider's position required it.
It couldn't be easier anymore
The motorcycle inspires confidence from the first contact. The 71 cm height of the sofa allows even very short bikers to have a secure contact with the ground, and when you sit at the control panel you will feel even more confident. The position behind the not-too-wide, flat steering wheel with far-placed footpegs is comfortable and barely improves for spirited driving. So full of relaxation. This assumption is emphasized by the DCT automatic transmission. Don't forget that the CTX can only be purchased with an automatic, especially the second generation.
This means that gear changes are smoother and the gears are better coordinated. You still have a choice between automatic modes - D (normal) and S (sport) and a manual mode in which you change gears using buttons on the left side of the steering wheel. You don't have to worry: you shoot, select D mode, you unscrew and go. It probably couldn't be simpler.
There is a choice between automatic modes - D (normal) and S (sport) and manual mode
CTX immediately goes spontaneously. Even when turning, the computer gently activates the clutch. Unfortunately, mode D is still not fixed as “D”, that is, it requires elaboration. The electronics set the maximum possible gear, which is really economical, but can be annoying at higher elevations or when driving with a passenger. Then the engine and crew of the equipment get tired. Added to this are jerks when the load changes in the lowest speed range. You have two options: either turn off the gas abruptly or reduce it manually.
It is not beneficial to spin high, just like when braking with an engine. If you want to use the motor's braking torque, you must reduce it manually. S mode allows you to drive longer in lower gears, pre-reduces and tries to generate more power from the drive unit. But he's not perfect either: he sometimes switches gears while winning, forcing him to correct course. But once you get used to it, you'll love the DCT - especially in the city. For example, you'll love that you don't have to swing your foot and keep squeezing the clutch lever.
The low center of gravity, good stability and the ability to do quite challenging work for such a low machine make for a lot of driving pleasure
The CTX isn't bothered by its surprisingly low output of 48 hp. – although the engine may become slightly taller. Don't be surprised if you turn off the ignition when overtaking. For consolation: this only applies to manual mode. The engine does not pull up to 7000 rpm. The 670cc Twin delivered more torque from the start. From just 2000 rpm, the long stroke oven delivers a decent hit. Dudney, while deaf, makes few interesting sounds from the exhaust. It's not beneficial to spin it high, because in the upper range of rotation it gets short of breath, and at a top speed of 158 km/h there is an irrevocable end to the song.
Extraprotein comforts you. Honda balances these shortcomings with great comfort: although the CTX weighs 230 kg, the city operates almost telepathically. The low center of gravity, good stability and the ability to do some pretty challenging work for such a low car will make it a lot of fun to drive, especially since you won't have to put much effort into torqueing.
Having nothing else to do, I decided to write a short review of my motorcycle. I have practically nothing to compare it with, so there will be a pure, but absolutely biased, stream of impressions from the first motorcycle. By the way, an express search on the Internet did not give me a single user review of this Honda, so for someone my thoughts will be useful.
Background: At the beginning of the summer of 2014, my friend bought himself a 50cc stool and after riding it a little, I thought “why don’t I still have a motorcycle.” I quickly signed up for a motorcycle school and began looking for something to buy. I shared my motorcycle thoughts with my beloved girl (Masha) - she supported them and the very next day she also enrolled in a motorcycle school. Somehow, miraculously, Masha received her license in July and the search for a motorcycle was postponed until better times. For Masha, we took the Kawasaki z250, with which I will compare my Honda in some places. As a result, I opened the category only at the end of October and began to choose a two-wheeled friend. Initially, I was aimed at a cruiser - I chose between the Kawasaki VN900 Classic and the Suzuki Intruder M/C800. I also looked at the Hyosung ST7 as a budget option, but somehow I didn’t trust the Koreans. And the more I sat on these motos, the more I became convinced that looking at them was much more pleasant than sitting. The next area of search was nakeds - of which I liked Ruff and Suzuki GSR750A. But they were not available. And then December 2014 came and prices shot up so much that I practically abandoned the idea of buying a (new) motor. While I was walking around motorcycle showrooms, I came across one very interesting specimen - it looks like a cruiser, but without chrome, the fit is comfortable, quite light (a head-to-head comparison was with the Cava vn900), and it’s not expensive. It was very comfortable to sit behind the wheel. And I don’t remember ever seeing it on the internet. I found out what the model was and went to Google. I googled the photo and didn’t recognize it – it was as if I was sitting on a different motor. The parameters are fine, there are no reviews, the model is new. Just what I was looking for. At the beginning of January I saw it at a price even lower than the pre-crisis price and ran to buy it (as usual, I was in a hurry - I grabbed the model without ABS and didn’t even bargain). What I ended up getting was a Honda CTX700n, new, for the American market (without ABS) in glossy black paint (it turns out we were only officially supplied with matte paint, I didn’t pay attention).
(in the background there is a version with an automatic transmission and ABS)
The Sitika is based on a 670 cc engine with two cylinders placed almost parallel to the ground and a low cruiser-type frame. In technical terms, the moto is very close to the NC700 family. When I took it, in addition to the very comfortable fit, I was captivated by the not very powerful engine (the first one was scary) and the presence of ABS (here I screwed up, I screwed up) and its rarity (I wonder if it will sell quickly in a season...). Well, now point by point:
1. Appearance. Not for everybody. I liked it live right away. Moreover, while I was choosing a short-list on the Internet, I didn’t look at it at all; the official images were not very successful. I definitely don’t like the muffler - it’s too massive (and very quiet) and chrome-plated. For my taste it stands out from the overall design. But so far I haven’t found anything decent to replace it.
2. Ergonomics. Again, this is a very individual thing. Everything is comfortable for me - and the seating (legs are comfortably bent, like sitting on a chair, arms in a comfortable position). The brake/clutch levers are not adjustable, but they fit me perfectly. The saddle is medium soft (relative to cava), 2-3 hours driving is normal, fatigue is not significant. I won’t say anything about the passenger seat - I’ve driven almost no one. Luggage containers include a glove compartment in the tank (a disc lock, a cloth, a telephone and an external battery fit perfectly). But it doesn't lock, so it's only suitable for travel. The underseat space is not conducive to storing anything that is constantly required (the saddle is difficult to open, the space there is not organized) - in the cave, the glove compartment under the passenger saddle is more convenient. The CTX700 (which has a fairing) also comes stock with passenger handles and preparation for panniers. You can also put it on N-ku, but the original costs a lot of money, so I didn’t bother.
3. On the move. Sluggishly. No, at traffic lights you do 90% of the cars effortlessly, but after 70 the acceleration drops significantly and on the highways the nimble boxes are already catching up with you. After 120, aerodynamics (read: the pilot sitting upright) begins to influence. I accelerated the Sitik to 160 according to the speedometer, but to do this I had to lie down on the tank (well, that’s not a pose for this moto at all). And it took a couple of kilometers with the throttle fully open. Probably, it is still possible to overclock a little (the rpm reserve before the cutoff was about 1000). The cut-off, by the way, works very roughly (although I can only compare it with a 250 cc cava). There is no controllability at high speeds (well, I’m really a manager, of course), primarily due to the need to press against the tank - it’s not convenient to steer. At medium and low speeds there are no complaints. On Gymkhana I rubbed the footpegs a little the first time (fortunately they are low). In the end, the lack of ABS did not upset me - it is difficult to block the wheels (I blocked the rear wheels once on tram tracks and once the front ones on the sand). In principle, even with very active braking with all hands and feet, nothing is blocked - because HE DOESN’T BRAKE ANYTHING! Honda doesn't really deserve credit for these brakes. Despite the fairly wide steering wheel, driving between the rows is not a problem, but I am behind the Kava. The low rise allows you to walk on your feet if necessary. The steering wheel is at the height of the mirrors of passenger cars, and the mirrors are at the level of gazelles (the low center of gravity allows you to tilt the motor quite strongly, passing through particularly narrow places with your feet). The light can be said to be absent. I don’t know if this is a problem with the model or the American modification (even their cars never had good light), but the fact is that driving in the dark is difficult. Kava's light is much better. I can't say anything about the suspension. It hit a couple of times, overall it was good.
4. Retrofitting. At the time of purchasing the moto, the only accessories available were those that Honda itself offers, namely heated grips, a cigarette lighter in the glove compartment, a backrest of the passenger seat with a trunk, and side cases with fastenings and passenger handles. The price of a complete kit with installation from a dealer was close to half the price of a moto. So I didn't put anything. Now there are H&B panniers (it seems like there are some from someone else, but I haven’t seen them in person) with fastenings and a central stand. Mufflers have appeared, but they are even louder than the original one (although the muffler is asking for replacement; in addition to its appearance, it is also quiet - my car is louder at idle than it is when driving). If I don’t change the engine, I’ll install panniers and a central stand (although it reduces the already not outstanding ground clearance). There are also gadgets for chipping the engine, but they give some meager gain in strength.
5. Operation. Consumption is not high - about 3 liters (on the highway without violating the speed limit - less, in the city and with the gas at maximum open - more). On one tank (10 liters out of 12) the mileage is 250-350 km. By the end of the season, the chain sagged a little (1-2 cm from normal). There were no breakdowns. Passed zero maintenance at the dealer (about 7 thousand) and at the end of the season at the nearest workshop (6 thousand). Nothing broke, the wheel only went flat a couple of times, then stopped.
6. General impressions. After 1 season and 6 thousand km, I am satisfied with the bike. I traveled mainly around Moscow, a little outside the city and once to Yaroslavl. In all modes of operation (except for the highway), the City performed well. I don't think I could have found anything better for the first season. And, first of all, this is a mega-convenient moto. Now I don't have enough motor and brakes. I'm thinking about whether I want wind protection. In general, I plan to skate another season on the City (now I will compare it in the BMW F800R). And then think about what to change. For now I’m leaning towards medium-sized sports tourists.
Joy at the gas station
Even if the suspension is fairly basic (you can only adjust the shock spring preload), they have a relatively firm setup and offer decent feedback and good comfort. The backrest feels under-damped, but the 41mm fork smooths out the bumps nicely.
Now the CTX 700 will go to Europe
One brake disc at the front lingers enough. The back, however, brakes less effectively and reacts rather dullly. Unlike the NC 700, the CTX does not have CBS. The CTX has a few downsides - the famous turn signal switch with horn (Honda insists it's better) or the dummy's small fuel tank storage space (in the NC 700 you can fit a built-in helmet there). Fortunately, you forgot about everything at the gas station: the combustion was 3.3 l/100 km.
